Systems and methods for creating routes for powered industrial vehicles

ABSTRACT

Systems and methods for creating route for powered industrial vehicles are provided. In one embodiment, the system includes a route generation module configured to determine route data based on facility layout data and historical usage data. The system also includes a PIV equipped with various sensors and a user interface module configured to allow selective access to the operative components of the PIV.

CROSS-REFERENCE TO RELATED APPLICATIONS

This application claims the benefit of U.S. Provisional Application No.60/775,440, filed Feb. 21, 2006, the entire disclosure of which isincorporated by reference herein. This application is also related tothe following applications filed concurrently herewith: (1) U.S. patentapplication Ser. No.______, entitled “SYSTEMS AND METHODS FOR MANAGINGPOWERED INDUSTRIAL VEHICLES,” having an Attorney Docket No. USPS.007A,and (2) U.S. patent application Ser. No. ______, entitled “SYSTEMS ANDMETHODS FOR CREATING ON-DEMAND ROUTES FOR POWERED INDUSTRIAL VEHICLES,”having an Attorney Docket No. USPS.007A2. Each of the above-referencedpatent applications is hereby incorporated by reference herein.

BACKGROUND OF THE INVENTION

1. Field of the Invention

The invention relates to management of industrial vehicles. Moreparticularly, the invention relates to management of such vehicles inenvironments such as facilities, including for example, plants,construction sites, warehouses, docks, airports, campus, and otherspecified mapped areas.

2. Description of the Related Art

In many cargo-handling environments, cargo is transported by poweredindustrial vehicles (PIVs). In larger warehouses, it is not uncommon fora dozen or more PIVs to be operating within the warehouse at the sametime. In these large warehouses, it is difficult to track the locationof each PIV and to distribute the work load evenly among all PIVs,because it is difficult to ascertain the availability of a PIV at anygiven moment. Sometimes, a PIV may be constantly on the run throughoutthe day, carrying cargo from one location to the next. At the same time,other PIVs may be sitting idle with very little work to do.

Many factors can affect the utilization of a particular PIV. Forexample, if PIVs are assigned regular delivery routes, it may be thatsome routes are significantly busier than others. Moreover, some PIVoperators may be more experienced and skilled than others, which resultsin dispatchers seeking to use these drivers as much as possible. Otherfactors affecting the utilization of PIVs may include the familiarity ofthe operator with the layout of the workspace in which he is operating.For example, in a large warehouse environment, drivers with superiorknowledge of the warehouse environment may be able to reach deliverydestinations more efficiently than those without that knowledge. Themotivation of the operator of the PIV may also play a role in a PIV'srate of utilization. Some operators may be more motivated and mayactively seek out additional work. Other operators may be lessmotivated, and fail to quickly return to a dispatch area to receive anadditional assignment. Uneven usage of PIVs can lead to problems inscheduling maintenance (which often depends on utilization rate).Therefore, it would be a valuable improvement to provide a system inwhich utilization of PIVs can be evenly distributed among an entirefleet of PIVs.

Existing schemes for managing PIV fleets also suffer from an inabilityto easily provide an operator of the PIV with information that may helpthe operator more effectively do his job. FIG. 1 provides a flowchart ofa process that illustrates some of these difficulties. At block 1, cargoarrives at a facility for unloading by a PIV. At block 2, the PIVarrives at a loading dock in the facility. However, in order to accept aload from the inbound truck the PIV must be unassigned and not carryingcargo. Thus at decision block 3, the process determines whether the PIVis already assigned. If the PIV is not already assigned, the processproceeds to block 4, where the PIV picks up the cargo and destinationassignment. The process then proceeds to block 5. If it was determinedin block 3 that the PIV is already carrying cargo when it arrives at theloading dock, the process skips down to block 5.

At block 5, the PIV operator must determine whether he knows thelocation of the delivery destination for the cargo. Some warehouseenvironments may span 75 acres or more, so if the PIV operator does notknow the location for delivery, he must first obtain this information inblock 6 before the process then proceeds to block 7. If, in block 5, thePIV operator is familiar with the destination of the cargo, the processskips to block 7. At block 7, the PIV operator proceeds to the deliverydestination. Unfortunately, in larger warehouses, the operator may notknow the most direct route to his destination, so often times the chosenroute is not an optimal route for traversing the facility. Next, atblock 8, the PIV arrives at its destination and delivers its cargo. Fromthat point, the PIV operator must return to the loading dock to receiveanother assignment.

The process shown in FIG. 1 is inefficient because the operator of thePIV does not have easy access to relevant data that may help him moreefficiently operate the PIV. For example, upon delivering the cargo inblock 8 of FIG. 1, there may be additional cargo at a nearby locationthat needs to be returned to the loading dock. However, in the system ofin FIG. 1, the PIV must return to the loading dock to receive a dispatchassignment, and only then will it proceed to that new location to pickupthe cargo.

Another problem associated with the operation of PIVs in existingwarehousing environments stems from the difficulty associated withpredicting PIV workloads in advance. Sometimes, unexpected shipments mayarrive at the warehouse facility, leading to an unusually heavy volumeof cargo that must be transported throughout the facility. Theseunanticipated spikes in arriving cargo tend to result in unevenutilization and inefficient scheduling of PIVs and their operators, asoperators may need to be called in and work overtime to handle theunexpected spike in cargo volume.

Significant costs may also be incurred as a result of unauthorized orunlicensed operators taking control of PIVs and operating them unsafely.Moreover because PIVs may be dispatched for long periods of time, if aPIV is involved in an accident, it is very difficult to track when andwhere the accident occurred, or even who was responsible. Therefore itwould be a valuable improvement to provide a system in which operatorscould be associated with PIVs and data could be collected regarding theoperator's control of the PIV.

SUMMARY OF THE INVENTION

The system, method, and devices of the invention each have severalaspects, no single one of which is solely responsible for its desirableattributes. Without limiting the scope of this invention, several of itsfeatures will now be discussed briefly.

In one embodiment, a networked PIV management system is provided. Thesystem comprises a PIV analyzer module configured to determine PIV routedata based on facility layout data, the facility layout data beingelectronically generated by a software mapping tool and the route datasubstantially comprising an optimal route between two points in thewarehouse; a PIV dispatch management module configured to receive arequest to transport a cargo from a first location to a second locationin the warehouse, the PIV dispatch management module being furtherconfigured to receive route data from the PIV analyzer tool and select,based at least in part on the route data and a location of the firstlocation, a PIV for transporting the cargo; and a surface visibilitymodule configured to track the cargo after it is transferred from thefirst location to the second location by receiving scanned barcode datafrom the cargo via a scanner connected to the network.

In another embodiment, a computer-implemented method of managing the useof PIVs comprises receiving a request to transport cargo from a firstlocation to a second location; selecting a PIV to carry out the request,the request being based on at least one of a current location of the PIVwithin the facility, the status of an operator of the PIV, and amaintenance schedule of the PIV. The method further includes sending anotification to the PIV about the request, the notification including acargo identification code, a cargo location, a cargo destination, and anoptimal route; and receiving an acknowledgement from the PIV of receiptof the notification.

In yet another embodiment, a system is provided for creating routes forPIVs. One or more PIVs are equipped with various sensors. The sensorsmay include odometric sensors, weight sensors, and collision sensors.The PIV also has a storage device for storing data measured by thesensors, and an interface module configured to selectively permit accessto the operating capabilities of each PIV. The system also includes aroute creation module configured to receive space layout data about thefacility and historical usage data, stored in the storage device, aboutthe PIVs in the facility. Based on the received data, the system maydefine a route in the facility, and then assign PIVs and operators tothe route based on labor scheduling data.

In yet another embodiment, a method is provided for creating routes forPIVs. In various embodiments, the method may include receiving spacelayout data about a facility or other operating environment andhistorical usage data regarding PIVs operating in the facility. Thehistorical usage may include data measured by sensors on the PIVs. Basedon the received data, a route in the facility is defined. After definingthe route, at least one PIV may be assigned to run the route, and anoperator may be assigned to operate the PIV while it runs the definedroute.

BRIEF DESCRIPTION OF THE DRAWINGS

FIG. 1 is a flowchart illustrating an existing method for operating aPIV in a warehouse environment.

FIG. 2 is a front elevation view of a facility with a multi stationloading dock.

FIG. 3 is a block diagram providing an aerial view of the layout of afacility.

FIG. 4 is a perspective view of various items that may be carried byPIVs throughout a facility.

FIG. 5 is a side elevation view of a PIV.

FIG. 6 is a detailed side view of a trailer which may deliver cargo to aloading dock according to aspects of the invention.

FIG. 7 is a front view of a barcoded container loaded with barcodedtrays according to one or more aspects of the invention.

FIG. 8 is a block diagram of a PIV facility management system inaccordance with aspects of the invention.

FIG. 9 is detailed view of a PIV, including a block diagram of anoperator interface for use in accordance with aspects of the invention.

FIG. 10 is a block diagram showing various inputs and outputs to asurface visibility module according to one more embodiment of theinvention.

FIG. 11 is a block diagram showing the PIV dispatch management moduleaccording to aspects of the invention.

FIG. 12 is a block diagram illustrating a PIV interface module alongwith various inputs and outputs which may be used in accordance withaspects of the invention.

FIG. 13 it is a block diagram illustrating a PIV data analysis modulewhich may be used in accordance with aspects of the invention.

FIG. 14 is a block diagram of a labor scheduling module which may beused in accordance with aspects of the invention.

FIG. 15 is a block diagram of a PIV maintenance management tool inaccordance with aspects of the invention.

FIG. 16 provides a block diagram of a facility access to shipmenttracking module that may be used in accordance with aspects of theinvention.

FIG. 17 is a flow chart illustrating a method for managing a fleet ofPIVs in accordance with one or more embodiments of the invention.

FIG. 18 is a flow chart illustrating a method for defining a route.

In this description, reference is made to the drawings wherein likeparts are designated with like numerals throughout.

DETAILED DESCRIPTION OF EMBODIMENTS OF THE INVENTION

Various embodiments of the invention provide for a system and method forcollecting interrelated data to achieve automation of the operation andmanagement of PIVs.

Aspects of the invention may be practiced in various environments inwhich PIVs are utilized including, but not limited to, docks, hotels,campuses, airports, and warehouses. In an embodiment described herein,aspects of the invention may be implemented in a facility 100 as shownin FIG. 2. As noted above, the facility 100 may be any of a number ofdifferent types of operating environments in which PIVs are used fortransporting materials between locations. By way of example and not oflimitation, the facility 100 may be a fulfillment warehouse, a factory,a shipment facility, a mail processing facility, or some other facilityin which PIVs are used to transport materials or cargo.

The facility 100 may include a loading dock 102. The loading dock 102 isa platform where vehicles such as trucks or trains can be loaded orunloaded. The loading dock 102 may be a raised platform that allowslarge trailers to be positioned in front of it so that the bed of atrailer is positioned at a similar height as the platform of the loadingdock 102.

FIG. 3 provides an overhead view of the exemplary facility 100. Thefacility 100 may include one or more areas where cargo may be picked upor delivered. In one embodiment, such areas may be referred to aslocations 140. A location 140, as used herein, refers to a machinelocation or area such as a processing area in the facility 100. In oneembodiment, the facility 100 is a mail processing facility, in whichlocations 140 may include mail sorting devices which receive stacks ofmail and sort them into various trays by scanning the parcels andcategorizing them based on criteria such as class of mail, the finaldestination, routing information, or based on some other information. Alocation 140 may also be an incoming loading dock 102 or an outgoingloading dock 102. Cargo such as postal mail that enters the facility 100may be routed to one or more locations within the facility 100 prior tobeing routed to the outgoing loading dock 102 for transportation toanother facility on a trailer 104 (or some other transportation device),or to its ultimate destination.

The facility 100 may also include several radio frequency identification(RFID) scanners 107 positioned to provide scanning coverage to variousareas of the facility. In one embodiment, the RFID scanners may beplaced about fifty feet from one another to provide complete coverage ofthe facility. One of skill in the art will appreciate, however, thatdepending on the particular RFID scanning technology employed, thisdistance may be greater or less than fifty feet, and still providecomplete coverage of the facility. The RFID reader 107 may receive radiofrequencies from either active or passive RFID tags that may be placedon PIVs 116, trailers 104, or items of cargo. The RFID readers 107 queryRFID tags in order to obtain identification, location, and otherinformation about the PIVs, trailers, or cargo devices carrying thetags. FIG. 3 illustrates how a plurality of locations may be distributedthroughout the facility 100. As is apparent from the diagram, PIVs 116may travel throughout the facility from location to location and mayreturn to a loading dock 102 to pick up additional cargo for transportto another location in the facility 100.

Referring now to FIG. 4, an exemplary embodiment of cargo that may betransported within facility 100 is shown. Although in the example shownand described the cargo is related to postal operations, one of skill inthe art will readily appreciate that cargo may include any material thatis transported within a facility by a PIV. For example the materials mayinclude cargo to be delivered such as parts, commercial goods, fooditems, or any materials that may be transported from a first location toa second location. In the illustrated embodiment, a tray 108 includesparcels of mail to be delivered to an intended destination. The tray 108may include a barcode 110, which may provide information about thedestination for the mail that is in the tray 108. For example, traybarcode 110 may include information regarding a final zip codedestination for the items in the tray 108. FIG. 4 also illustrates acontainer 106, which may be used for storage or stacking one or moretrays 108. The container 106 may be a shipping container such as thatshown in FIG. 4 which allows the trays 108 to be stacked in an orderlymanner. The container 106 may have a set of wheels which allows it to berolled from a vehicle on to the loading dock 102 and into the facility100. Alternatively, the container 106 may include skids or slots forreceiving prongs from a forklift or some other PIV for transportationthrough the facility 100.

The containers 106 may also include a container identification barcode112 affixed to the body of the container. The container identificationbarcode 112 may be used to uniquely identify the container, although notnecessarily the contents or materials transported in the container.Alternatively, the container identification barcode may also includeinformation related to the contents of the container 106. The containeridentification barcode 112 and the tray barcode 110 may each be scannedby a barcode scanner 114 which may read the barcodes and store thesevalues in a memory or transmit the values for storage in a database.

Referring now to FIG. 5, an example of a powered industrial vehicle(PIV) 116 is provided. PIV 116 may be any number of different types ofvehicles, including forklifts, motorized carts, or any other vehiclethat can be used to transport cargo or other materials within thefacility 100. A PIV 116 may include a wireless transceiver 126configured to send and receive data wirelessly. Wireless transceiver 126may take the form of an RFID receiver, or it may work in conjunctionwith an RFID tag placed on the PIV 116 to transmit identifyinginformation. The RFID tag/receiver allows the wireless transceiver 126to transmit the location of the PIV 116 over a network. In otherembodiments, wireless transceiver 126 may be a GPS transmitter/receiver,or a GSM cellular transmitter or receiver which may be used to pinpointa location of the PIV 116 and report the location by sending a textmessage over a mobile phone network.

Referring now to FIG. 6, a more detailed example of a trailer 104 isprovided. Trailer 104 may include a trailer identification barcode 120located, for example, on its outer surface at eye-level so that it maybe scanned by a detector such as scanner 114. The trailer identificationbarcode 120 may be used to uniquely identify the trailer 104 whenscanned by the scanner 114. The trailer identification barcode 120 maybe scanned by the scanner 114 upon arrival or dispatch at loading dock102 so that the system can insure accurate and timely loading andunloading of the trailer 104. The trailer 104 may also include a GPSreceiver 148, which is configured to be used in conjunction with aglobal positional system to track the location of the trailer 104.

FIG. 7 is a more detailed view of a container 106. In the exampleprovided, the container 106 is loaded with thirty trays 108 and each ofthe trays includes a tray barcode 110 located, for example, on itsexterior shell where it can be easily scanned by the scanner 114. Thebarcode 110 includes information associated with the destination of thetray 108. This information may include an identifier which can beassociated with data stored in a database which is related to theidentifier. For example, the scanner 114 may scan the barcode and fromthat scan receive the identifier. The identifier may be sent by thescanner to a database which stores additional information about the tray108, such as the destination zip code for the cargo in the tray, or thetray's next delivery location 140 within the facility 100. The databasemay be stored on the scanner 114 in a storage area, or it may be storedremotely, accessible to the scanner 114 via the network 130.

The container 106 may also include a container identification barcode112 located on an exterior portion of the container 106 and not shown inFIG. 7. Locating the container identification barcode on the exteriorportion of the container 106 allows the barcode to be scanned withoutdifficulty. The container identification barcode 112 may be used touniquely identify the container much in the same way that a licenseplate may identify an automobile. In addition to the containeridentification barcode 112, the container may also include a secondbarcode, the container destination barcode 119, which may be placed onthe container 106 by attaching a removable placard 118 to the outersurface of the container 106.

The container destination barcode 119 may include information which canbe used to identify the destination and the routing information for thecontainer 106. In one embodiment, the routing information may bepredetermined based on the destination information. For example, if thedestination of the container is a location 140 in the facility 100, therouting information may be based on a predefined route from the loadingdock to the location that is stored either in the scanner 114 or in adatabase accessible via the network 130. Alternatively, if thedestination is another facility, the routing information may be derivedfrom a mapping table which stores shipping routes between variousfacilities. When a container 106 reaches a new location, a user of ahandheld scanner 114 may scan the container identification barcode 112and then scan the container destination barcode 119 to associate thecontainer 106 with its new location.

Because the placard 118 is removable, when the container reaches thedestination indicated by the container destination barcode 119, theplacard 118 may be removed and replaced with another placard 118. Thenew placard 118 may have a new container destination barcode 119 whichmay then be scanned and associated with the container identificationbarcode 112.

FIG. 8 is a block diagram of a PIV facility management system 1000 thatmay be implemented in a network according to one or more aspects of theinvention. The details of various exemplary components of the network130 shown in FIG. 8 will be described below with reference to FIGS.10-16. Various system components of the management system 1000 may be incommunication with each other via a computer network 130. The computernetwork 130 may be any of a number of different types of computernetworks such as a local area network (LAN), a wide area network (WAN),an ATM network, an ISDN network, a token ring network, anintranet/extranet, or some other network environment. The network mayalso include a fiber optic network for high speed transmission of data.The computer network 130 may include a series of routers, hubs, accesspoints, or other components for sending and receiving data across thenetwork from one component to the next. Various computer systems may beconnected to the computer network 130. These connections may be wiredconnections, wireless connections, or a combination of both.

In one embodiment, a PIV 116 may include a wireless transceiver 126 thatconnects wirelessly to the computer network 130. Similarly, the barcodescanners 114 may also connect wirelessly with network 130 to share datawith other devices connected to the network. Through this wirelessnetwork connection, the barcode scanners 114 may be configured to scanbarcodes at the loading dock 102 and other areas of the warehousefacility 100 and quickly send scanned data to other system components.

Also connected to the network 130 are various other computer systemsexamples of which will be described in greater detail below. Thesecomponents include a PIV dispatch management module 2000 which managesdispatch of PIVs to warehouse locations 140 and a PIV interface module,which provides PIV-specific data to the network. Also connected tonetwork 130 is a PIV data analysis module 2004, which performspredictive analysis of data supplied by various other system components.The network 130 may also send/receive data from a surface visibilitymodule 2006 which may be used to track materials such as containers 106,trailers 104, and trays 108, as they arrive at the facility 100 and aretransported through various locations within the facility. The network130 may also be connected to a labor scheduling tool 2008 which may beused to schedule shifts for PIV operators based on manpower needs. Thenetwork 130 may also include a PIV maintenance management module 2010which may be used to schedule both preventative and unanticipatedmaintenance for the PIVs 116. The PIV facility management system 1000may also include a facility access and shipment tracking module 2012which may be used to track irregular or large shipments into thefacility 100. In an embodiment where the facility is a mail processingfacility, the facility access and shipment tracking module 2012 may beused to track incoming bulk mail shipments that are typically comprisedof cargo from a single sender, such as magazines or catalogs.

Additional system components may also be connected to the network 130,and one of skill in the art will appreciate that the various componentsdescribed herein may be embodied in various hardware and softwareconfigurations without departing from the scope and sprit of theinvention disclosed herein. For example, in one embodiment, each moduledescribed above may be a separate server configured to performspecialized functions. In other embodiments, various modules may becombined into a single server system. Moreover, one of skill in the artwill also appreciate that data may be shared among these various systemsby way of any number of common data formats such as XML, EDI, or someother data format so long as it is machine readable by both the sendingand receiving device.

As shown in FIG. 9A, the PIV 116 may be connected to the network 130 byway of a wireless transceiver 126. In one embodiment, a PIV 116 mayinclude an interface module 2002. The interface module 2002 may be acomputing device such as a mobile computer placed in the PIV 116 whichis configured to communicate with a network 130 and via the wirelesstransceiver 126. In one embodiment, the interface module 2002 mayinclude a user interface 132. Alternatively, the user interface 132 maybe a separate component that is in electrical communication with theinterface module 2002. The user interface 132 may be used by theoperator of the PIV to send and receive data from the network 130 (viathe network transceiver 126 or some other means). The data may includeinformation such as cargo pickup locations, cargo destination locations,route maps, or other data. The user interface 132 may be positioned inclose proximity to the operating controls of the PIV so that theoperator of the PIV is able to safely interact with the user interface132 while operating the PIV 116.

In another embodiment, the user interface 132 may be fully integratedinto the operating controls of the PIV, allowing the PIV operator tocontrol the operation of the PIV and to send and receive datacommunications through a single unified interface. The PIV 116 may alsoinclude sensors 138 which may be configured to detect collisionsinvolving the PIV and send data about each collision to the interfacemodule 2002, which may then send the data back to the maintenancemanagement module 2010 via the wireless transceiver 126. Alternatively,the sensors 138 may be configured to send collision data directly to thenetwork 130, bypassing PIV interface module 2002.

Referring now to FIG. 9B, the user interface 132 may include a display134. The display may be any one of the number of different types ofdisplays including an LCD display with a touch screen functionality aCRT display, or some other type of display. The display may be used todisplay information received in the user interface from a data sourcesuch as the network 130 via the wireless transceiver 126. The userinterface 132 may also include an input device 136 such as a keypadwhich may be used by the PIV operator to enter data into the interfacemodule 2002 for communication to other network components via thewireless transceiver 126. Although the input device 136 shown in FIG. 9Bis a keypad, one of skill in the art will appreciate that the inputdevice may take many different forms. For example, the input device 136may be a touchpad, a touch screen accessible via a stylus, a microphoneconfigured to receive voice data and work in conjunction with a voicerecognition system, or some other input device such as a computer mouseor standard keyboard.

In some embodiments, the interface module 2002 may be configured topermit selective access to the operating controls of the PIV 116. By wayof example and not of limitation, in one embodiment, the interfacemodule may include a database of authorized operators for the PIV. Inorder for an operator to access the PIV, the operator may be required tologin to the PIV via the user interface 132 and the input device 136.The operator may have user identification and a password that is enteredinto the system. Alternatively, the input could be a voice command, akeycard associated with the operator, or some other input.

The database of authorized operators of the PIV may be specific to thePIV on which it is stored, or it may be a more general type of databasebased on the model of the PIV. For example, the database may include alist of each type or model of PIV, and may include a list of authorizedoperators for each model. The authorization of operators of the PIV maybe based on various qualifying metrics. For example, the system mayrequire that an operator be certified by some governmental entity, suchas OSHA (Occupation and Safety and Health Administration) and that thecertification be current. Thus, the database may be updated regularly toaccount for changes in certification status.

In some embodiments, the database may be downloaded in real-time fromthe network 130 into the interface module 2002 when access to the PIV116 is requested by an operator. This real-time download helps to ensurethat the most up to date certification data is relied upon by the loginroutine. In addition, the real-time download of the data also allows thesystem to prevent multiple simultaneous logins by a single user.Prevention of multiple logins helps to ensure that an unauthorizedoperator does not use another operator's login data to access the PIV116. Alternatively, the interface module 2002 may receive pushed updatesover the network 130 from a centralized server that maintains thecertification data. In one embodiment, the central server may be the PIVdispatch management module 2000. In other embodiments, the centralserver may include a dedicated server that connects to an externaldatabase such as a governmental certification database accessible viathe Internet.

Additionally, the certification database may be configured to trackaccident events or collision events for each operator of the PIV. Thisis possible due to the sensors 138 on the PIV and the requirement thatall operators login to the PIV in order to operate the PIV. Thus, inaddition to requiring a government certification for logging into aparticular PIV, the system may restrict access when a particularoperator has been in one or more collision events. Such a configurationmay provide an additional layer of safety in the operating environment.The sensors may also track speeds at which the PIV is operating. If aparticular operator exceeds a speed limit within the facility, thisevent may be recorded, and may be used to deny authorization to operatePIVs after repeated offenses. Referring now to FIG. 10, a block diagramillustrating the data flow into and out of a surface visibility module2006 is provided. The surface visibility module 2006 collects data byreceiving scanned data about the cargo and vehicles. The surfacevisibility module 2006 links the data to support planning, management,and optimization of the transportation of the cargo from its originallocation to its final destination. In this sense, the surface visibilitymodule 2006 is an end-to-end cargo tracking solution. The surfacevisibility module 2006 may be implemented as a network-enabled databasemanagement system that is configured to receive data inputs via variousinputs sources. The surface visibility module 2006 may be implemented asa relational database, an object-relational database, or anobjected-oriented database. Although it may store additional data, thesurface visibility module 2006 may record location data for barcodeditems in the facility 100, and update its database with new informationeach time a barcode is scanned.

The surface visibility module 2006 receives its data inputs throughvarious means. For example, the PIV location data 2002 may be collectedfrom the RFID tags on the PIV 116 that are read by RFID scanners locatedwithin the warehouse facility 100. The RFID scanners 107 may relay thislocation information to the surface visibility module 2006 where it maybe stored for additional processing. The RFID scanners 107 may take theform of gateway beacons which provide a gateway to the surfacevisibility module 2006, the PIV dispatch management module 2000 and thePIV data analysis module 2002 via an Ethernet or fiber optic network. Insome embodiments, this network may be a private dedicated network thatis separate from a larger WAN environment.

The surface visibility module 2006 also collects tray/container data1008 via scans of container information barcodes 112, containerdestination barcodes 118, and tray barcodes 110 at all handoff points intheir distribution channels. Although the embodiments described hereinutilize barcode technology for tracking the location or cargo, one ofskill in the art will appreciate that containers, trays and other itemsof cargo may similarly be tracked and located utilizing RFID tags andreaders 107. Handoff points that are scanned into the surface visibilitymodule 2006 may include arrival scans, departure scans, and variousinterim points within facility 100, such as locations 140. The surfacevisibility module 2006 may also receive arrival/departure data 1026which may include information regarding the arrival and departure oftrailers 104 at the loading dock 102 of the warehouse facility 100. Thearrival/departure data 1026 may be captured by scanning the traileridentification barcode 120 upon arrival and departure from the loadingdock 102. Alternatively, each trailer 104 may be equipped with RFID tagsthat are scanned by RFID scanners 107 as they come in proximity to thefacility 100. The surface visibility module 2006 may also receivetrailer loading data 1028. This data may include a trailer spaceutilization measurement based on arrival and departure scans, todetermine whether it is full.

The surface visibility module 2006 may also generate data output basedon the received data inputs. By way of example and not of limitation,the surface visibility module 2006 may generate workload profile data1014 which may be sent to the PIV data analysis module 2004 where it maybe analyzed to predict future volumes of incoming cargo. The workloadprofile data 1014 may include average incoming mail volume for certaintime periods. The surface visibility module 2006 can derive this databased on the number of incoming barcode scans over time. For example, inone embodiment. the surface visibility module will generate workloadprofile data by querying its database to determine the average incomingcargo volume for each hour of the day over the course of two months.This derived data may be further refined to analyze the workload basedon days of the week and hours of the day. Where the surface visibilitydata is stored in a relational database, the workload profile data maybe extracted through the use of SQL select queries as are known in theart. Alternatively, the surface visibility module 2006 may also simplysend raw data to the PIV data analysis module 2004 for analysis, as willbe discussed further below.

In addition to generating workload profile data 1014, the surfacevisibility module may also generate route deviation data 1024 to accountfor changed circumstances within the warehouse facility. Route deviationdata 1024 is data that alters routing information for a particularcontainer 106 or tray 108 based on changed conditions in the facility100 such as an early departure by trailer 104 on which the container 106or tray 108 was to have been loaded prior to its departure. When thisoccurs, the surface visibility module 2006 will identify the next bestdestination for that particular parcel or container. and modify the dataassociated with its barcode accordingly.

Referring now to FIG. 11, a data input/output diagram showing the dataflow for PIV dispatch management module 2000 is provided. PIV dispatchmanagement module 2000 manages the dispatch of PIVs by generatingassignments, in the form of assignment data 1010, for the PIVs to pickup and deliver cargo throughout the facility 100. As used herein, anassignment includes any task given to a PIV and its operator/driverdirecting it to proceed to one or more locations 140 in the facility 100to pick up and/or deliver cargo. In one embodiment, the assignment data1010 may be stored in a relational database table of comprising a set ofassignment records. The assignment records may include, for example, abeginning location, a destination location, a barcode number indicativeof the materials to be included in the assignment, and possibly aPIV/operator associated with the assignment. The assignment data 1010may be sent in the form of a notification message to a PIV 116, or moreprecisely, to the PIV interface module 2002 where it can be retrieved bythe PIV operator through the user interface 132, and responded toaccordingly.

The PIV dispatch management module 2000 may be configured to receivevarious data inputs shown in FIG. 10 in order to efficiently create theassignment data 1010. In one embodiment the PIV dispatch managementmodule 2000 generates assignment data 1010 based on input data which isreceived into the PIV dispatch management module 2000. The input dataincludes PIV location data 1002. PIV location data 1002 may provide thecurrent location of each PIV within the facility 100. The PIV locationdata 1002 may be sent via the wireless transceiver 126 of each PIV 116.The PIV location data 1002 may be generated by various means includingGPS technology, RFID technology, or some other locating device, and thedata may be in the form of a set of coordinates for each PIV operatingwithin the facility 100.

PIV dispatch management module 2000 also may receive route data 1004which allows it to determine an appropriate route to include in eachassignment record. In some embodiments, the route data 1004 may begenerated from a map of the operational space layout data 1012(discussed below) of the facility 100. The map may be generated bymapping software such as AutoCAD®, Visio®, or some other mappingsoftware. A digital version of the space layout of the facility 100 maybe included in each assignment record so that the PIV operator can usethe map to traverse the facility. In other embodiments, the route data1004 may include a series of routing instructions that indicate one ormore specific routes for traveling from one location to another withinthe facility. In yet another embodiment, the route data 1004 may becalculated on the fly in order to account for possible PIV trafficcongestion that may be present in an otherwise optimal route. Instancesof PIV traffic congestion may be identified by receiving PIV locationdata 1002 and flagging defined areas in the facility 100 in which thenumber of PIVs exceeds a defined threshold. When a calculated optimalroute passes through a congested area, an alternate route may becalculated and provided to avoid the congestion.

PIV dispatch management module 2000 also processes driver availabilitydata 1006, which describes the status of PIVs and their operators, inorder to generate assignment data 1010. Driver availability data 1006may include a list of PIV operators currently on duty and available topick up cargo. The driver availability data 1006 may be derived by firstdetermining those operators currently on duty and operating a PIV. Thisinformation may be stored in a labor scheduling module 2008 (discussedin further detail below), or it may alternatively be stored in someelectronic time-tracking or ERP software application that is known inthe art. Next, the list of on-duty operators can be cross-referenced orcompared to a list of operators currently dispatched to a location 140within the warehouse facility 100. Those operators on the first list,but not on the second, may be flagged as being available for dispatch.

Driver availability data 1006 may also include next stop information forthose drivers/operators that are currently dispatched on an assignment.This information may be used to identify currently dispatched operatorsthat might be best situated for a particular assignment based on thedestination location of the current assignment.

PIV dispatch management module 2000 also receives tray/container data1008 which includes barcode and location data for trays 108 andcontainers 106 as they are scanned each time they arrive at a newlocation in the facility 100. As discussed above, the tray barcode 110and the container destination barcode 118 may be used to determine thenext location within with the facility 100 for each particular piece ofcargo. The PIV dispatch management module 2000 analyzes thetray/container data, and generates assignment data 1010 based on thetray/container data 1008.

Referring now to FIG. 12, the data flow for the PIV interface module2002 is provided. As previously discussed in connection with FIG. 11,the PIV interface module 2002 receives assignment data 1010 from the PIVdispatch management module 2000. Upon receiving the assignment data1010, the PIV interface module 2002 displays assignment details to theoperator of the PIV 116 on the display 134 of the user interface 132.

The PIV interface module 2002, in addition to receiving assignment data,may also be configured to generate and send data back to the network forprocessing by various other network components. This generated dataincludes PIV location data 1002, which may be generated at regularintervals and reported back to the PIV dispatch management module 2000and/or to the surface visibility module 2006.

In one embodiment, the PIV location data may generated based on dataprovided by a GPS receiver on the PIV 116 which is in communication withthe PIV interface module 2002. Alternatively, the PIV location data 1002may be determined based on assignment data 1010. In this embodiment, thePIV interface module 2002 determines whether the PIV is currentlydispatched on an assignment by examining the status of the most recentassignment data 1010 received into the PIV interface module 2002. Forexample, if the assignment data indicates that the PIV has picked up anassigned cargo, but has not yet delivered the cargo, the location data1002 may be structured to indicate that the PIV 116 is located at amidpoint between the pickup location and destination location reflectedin the assignment data 1010.

PIV interface module 2002 may also generate PIV usage data 1032. PIVusage data may include operational metrics such as total distancetraveled by the PIV 116, the number of operating hours, the total weightcarried over time, or some other data reflecting how the PIV 116 hasbeen used over a period of time. The PIV usage data 1032 may be capturedby various instruments that may be installed in the PIV 116 andconfigured to communicate with the PIV interface module. For example,the distanced traveled may be measured by an odometer, and this measureddistance may be communicated to the PIV interface module 2002. Inaddition to displaying the odometric information on the display 134, theuser interface 132 of the PIV interface module 2002 may also store thisinformation to be included with the PIV usage data 1032 that is sent.Similarly, the PIV 116 may be configured with an operating clock thatrecords the amount of time that the PIV is operating, and thisinformation may be communicated to the PIV interface module 2002 forstorage and further processing. In some embodiments, the PIV usage data1032 is sent over the network 130 to the maintenance management module2010. Based on that data, the maintenance management module 2010 may beconfigured to schedule routine maintenance for the PIV 116, as will bediscussed in greater detail below.

The PIV facility management system 1000 may also include the PIV dataanalysis module 2004 which functions as illustrated in FIG. 13. The PIVdata analysis module 2004 interfaces with various other modules in thesystem to provide an operational framework based on data collected fromthe various other subsystems and modules. This framework may be utilizedby the PIV dispatch management module 2000 to manage PIVs 116 within thefacility 100.

The PIV data analysis module 2004 includes various inputs from whichdata to be analyzed is received. In order to create the operationalframework for the PIV dispatch management module 2000, the PIV dataanalysis module 2004 may receive operational space layout data 1012 thathas been generated by a mapping tool. As noted previously in connectionwith FIG. 11, various software tools may be used to create theoperational layout data. These tools may include some computer assisteddesign (CAD) software such as Visio® or AutoCAD®, or some otherintegrated mapping tool known in the art. Based on the available spacein the facility 100, space layout data 1012 is used by the PIV dataanalysis module to generate specific route data 1004 to be provided tothe PIV dispatch management module 2000 for use in creating assignmentrecords which comprise the assignment data 1010 given to PIVs and theiroperators.

In some embodiments, the PIV data analysis module 2004 may also receiveworkload profile data 1014, airline workload profile data 1016, and PIVrouting data 1018, which may be used to compile PIV demand schedulingdata 1020. By combining and analyzing aspects of each of these datainputs, the PIV data analysis module 2004 is able to create a frameworkwithin which PIVs can be efficiently deployed.

Workload profile data 1014 received by the PIV data analysis module 2004may include volume metrics of incoming cargo over time. Thesemeasurements may be provided by the surface visibility module 2006 asdiscussed above in connection with FIG. 10. In a mail processingenvironment, workload profile data 1014 may also include informationregarding the shape, the class, and the type of mail received duringcertain time intervals. Additionally, workload profile data 1014 mayalso be generated by the facility access and shipment tracking module2012 based on irregular shipments received that are not tracked throughthe surface visibility module due to their irregular nature.

In one embodiment, the facility access and shipment tracking module 2012and the surface visibility module 2006 may be configured to reportincoming volumes of mail to the PIV data analysis module 2004 at settime intervals. For example, each of the reporting modules may beconfigured to query its database to determine the amount of cargoarriving each hour. Upon completing their respective queries, thesurface visibility module 2006 and the facility access and shipmenttracking module 2012 may then send the query results over the network130 to the PIV data analysis module 2004.

In addition to receiving workload profile data 1014, the PIV dataanalysis module 2004 may also receive airline workload profile data 1016which may include measurements of high priority cargo brought to thefacility 100 that has been designated for air shipment. In an embodimentin which the facility is a mail processing facility, the high prioritycargo may include overnight mail or air-mail being sent overseas.Airline workload profile data 1016 may be tracked separately from firstclass or bulk mail because air mail and Express Mail may includedifferent barcode data that requires different treatment within thewarehouse facility 100.

As briefly discussed above, the PIV data analysis module 2004 may beconfigured to analyze the workload profile data to generate PIV demanddata 1020 which includes information regarding the anticipated demandfor PIV services at various times. The PIV data analysis module 2004 mayuse historical workload profile data to predict incoming cargo volumes.Based on these predicted incoming cargo volumes, the PIV data analysismodule may create a schedule of anticipated PIV demand data 1020 to sendto the labor scheduling module (as will be discussed further below). Inone embodiment, the PIV demand data 1020 is a weekly schedule thatindicates a minimum number of PIVs 116 necessary to accommodate thepredicted incoming volume of cargo for each hour in the week. The PIVdemand data 1020 may also provide an optimal number of PIVs 116 for eachhour in the week. In certain industries, where seasonal demand isvariable, the PIV demand data 1020 may be configured to account for thisvariability. By examining data reflecting incoming workload volume overseveral years, seasonal variations and trends can be accurately trackedand predicted.

In addition to the workload profile data, the PIV data analysis module2004 may also receive or generate PIV routing data 1018 which mayinclude average time measurements for dispatches from a first location140(1) to a second location 140(2). The PIV routing data 1018 may begenerated by examining pickup and delivery times entered into either thePIV dispatch management module 2000 or the surface visibility module2006, for certain PIV delivery routes. The PIV routing data 1018 may beused by the PIV data analysis module 2004 to periodically orcontinuously reevaluate the route data 1004 that it provides to the PIVdispatch management module 2000, so that it may determine whether thereare superior routes that can be added to the route data 1004. Forexample, where the route data 1004 is stored as a mapping table ofroutes between each location within the facility 100, the PIV routingdata 1018 may be used to evaluate whether certain PIV routes areinefficient.

Various external factors may lead to route inefficiency. For example, iftoo many location to location routes pass through the same area of thefacility 100, the traffic congestion may affect efficiency and requireadjustment of some of the routes. Thus if a particular route between twolocations regularly encounters delays, the PIV data analysis module 2004may be configured to provide an improved or alternate route between thetwo locations by analyzing secondary route options. Moreover, changes inthe space layout data 1012 may also affect the efficiency, accuracy, oreven the correctness of route data 1004. When these types of changes aredetected by the PIV data analysis module 2004 in the space layout data1012, the PIV data analysis module 2004 may be configured toautomatically recalculate route data 1004 and send it to the PIVdispatch management module 2000.

The facility management system 1000 may also include a labor schedulingmodule 2008 as shown in FIG. 14. The labor scheduling module 2008 isused to schedule and staff various locations in the facility 100. Thelabor scheduling module 2008 also schedules operators for PIVs 116. Thelabor scheduling module may receive and store location labor data 1030which includes the necessary man hours to staff each location 140 in thefacility 100 to achieve maximum efficiency.

Different locations in the facility will have different staffingrequirements. Moreover, certain locations may have staffing requirementsthat differ based on the volume of cargo passing through the facility100 at a given time. For example, in a mail processing environment, somelocations 140 may consist of mail sorting machines. These machines maybe staffed by two persons during normal operation. A first operator mayfeed mail pieces into the machine, while a second operator may managethe placement of output trays at the downstream discharge end of themail sorting device. However, during especially busy times, anadditional operator may be necessary to assist in loading the machine.The location labor data 1030 may be entered manually into the laborscheduling module 2008, or it may be received via network 130 from someother subsystem.

Based on the location labor data 1030, the labor scheduling module 2008may generate a location labor schedule and output it as locationscheduling data 1042. In generating the location scheduling data 1042,the labor scheduling module 2008 may be configured to assign operatorsto each location based on the number of operators needed at eachlocation. If the placement of additional operators at a particularlocation will increase efficiency, then the labor scheduling module maybe configured to assign extra operators based on availability. Thus, ifeach of the locations is at least minimally staffed, but there areoperators available for scheduling, the labor scheduling module mayplace additional operators throughout various locations 140 in thefacility 100.

The labor scheduling module 2008 may also be used to schedule and assignPIV operators to PIVs by creating PIV scheduling data 1044. The laborscheduling module receives PIV demand data 1020 from the PIV analysismodule 2004. As discussed above in connection with FIG. 13, the PIVdemand data 1020 may include both a minimal and an optimal staffinglevel. The labor scheduling module 2008 may create a PIV operatorschedule for each day by first ensuring that minimal staffingrequirements are met. Next, for those periods during which the minimaland optimal staffing levels are different, the labor scheduling module2008 may, based on operator availability, schedule additional operatorsfor PIV duty. In considering operator availability, the labor schedulingmodule 2008 may be provided with certain work rules to apply, such asunion labor agreement rules, which may affect the availability ofcertain operators by limiting their available hours and requiringcertain break periods during shifts. In addition, the labor schedulingmodule may also access the database of operator certifications todetermine which operators may be assigned to which PIVs 116 in thefacility 100. The labor scheduling module 2008 may also provide datathat allows the PIV data analysis module 2004 to create efficient routesand operate the routes with authorized drivers. The labor schedulingmodule 2008 may be configured to send operator data to the data analysismodule 2004. The operator data may include work schedules and breakschedules for possible operators of the PIVs. The the data analysismodule 2004 may be configured to consider these parameters whenconstructing routes and operations within the facility.

A regular route through the facility may be defined as including a starttime indicating when the PIVs assigned to the route start running theroute, and a finish time indicating when the assigned PIVs quit runningthe route. Thus, in order to adequately staff PIVs with operators duringthe duration of the route, work schedules provided by the laborscheduling module 2008 may be used to optimize the labor scheduling.Referring now to FIG. 15, a block diagram shows an example of a datainput/output scheme for the maintenance management module 2010. PIVs 116require regular maintenance to ensure that they operate reliably andsafely. The maintenance management module 2010 tracks and schedules theremoval of PIVs 116 from service for maintenance. Because PIVs 116 caneach have differing usage patterns and routines over time, themaintenance management module 2010 may consider total usage of a PIVwhen scheduling maintenance. For example, if one PIV in the fleet tendsto be used heavily, while another PIV in the fleet is used lessfrequently, the first PIV should be scheduled for routine maintenancemore often then the second PIV. In order to provide such scheduling, themaintenance management module 2010 may receive PIV usage data 1032 andPIV assignment data 1010 in order to determine the appropriate scheduleand then output the schedule as PIV maintenance data 1036.

As discussed above, the PIV assignment data 1010 may include a beginninglocation, a destination location, a PIV operator, a barcode number orsome other identifying information for the materials included in theassignment, the time and date of the assignment dispatch, and possiblyan operator associated with the assignment. This data may be sent to themaintenance management module 2010 as it is generated by the PIVdispatch management module 2000 and the PIV interface module 2002. ThePIV usage data 1032 for each PIV 116 in the fleet may be sent at regularintervals by the PIV interface module 2002 over the network to themaintenance module. As noted above, this data will include operationaldata about the PIV 116 which may be captured by various sensor and othermeasuring devices. The operational data may include total distancetraveled by the PIV 116, the number of operating hours, or some otherdata reflecting how the PIV 116 has been used over a period of time.

The maintenance management module 2010 receives both the PIV usage data1032 and the PIV assignment data 1010 to determine when maintenance isrequired and to further determine what maintenance may be required. Forexample, by analyzing the PIV assignment data 1010, which may includethe barcode ID of cargo picked up and delivered by the PIV 116 in eachassignment, the maintenance management module can derive the totalweight carried by a particular PIV 116 over time. As more weight iscarried over time, required maintenance for various parts of the PIV mayincrease. For example, by carrying additional weight over time, the wearand tear on tires may increase, because the additional pressure placedon the tires by the heavier cargo may cause the tires to deterioratemore quickly and to develop slow leaks. Thus, by analyzing the type orweight of cargo carried by the PIV 116 over time, the maintenancemanagement module can determine which type of inspections andpreventative maintenance are required.

The maintenance management module may also schedule maintenance based onthe PIV usage data 1032. The PIV 116 may require certain maintenancebased on the distance that it has traveled since the last scheduledmaintenance. By receiving the PIV usage data 1032 from the PIV operatorinterface 2002 of each PIV, the maintenance management module 2010 maycreate a schedule for required preventative maintenance for the entirePIV fleet in view of the differing requirements for each PIV 116. ThePIV maintenance data 1034 also may include scheduled and non scheduledmaintenance histories for each PIV 116. Maintaining a non-scheduledmaintenance history for each PIV 116 allows the PIVs susceptible tobreakdown to be identified and removed from the fleet.

The PIV maintenance data may further include a record of the batterycharge status in an environment where the PIVs are powered primarily viabattery or fuel cell. This information can be transmitted to themaintenance management module 2010 by configuring the interface module2002 of each PIV 116 to transmit the information via the network 130 ata set time interval, e.g., every 20 minutes. By collecting thisinformation in a single location, the maintenance management module 1010can be configured to ensure that at least a minimum number of PIVsalways have the required fuel or charge to be operational at all times.In another embodiment, the PIV maintenance data 1034 generated by themaintenance management module 2010 may further include scheduling dataregarding the next scheduled maintenance event for the PIV 116. Thegenerated PIV maintenance data 1036 may sent to the labor schedulingmodule 2008 which can use it to ensure that PIV operators scheduled towork by the labor scheduling module 2008 will have a functioning PIV 116throughout the duration of their shift.

In embodiments where the facility 100 is a mail processing facility,postal parcels and other cargo may in some instances be of an irregularor special handling type that is treated differently than standardcargo. For example, bulk mailers such as catalog companies may bringtheir catalogs directly to the facility 100 for shipment as bulk mailrather than taking the bulk mail shipment to a post office. Because ofthe volume of mail which may be included in a delivery of this type, theparty bringing the irregular delivery to the facility 100 may berequired to give advance notice of the delivery to allow appropriatestaffing measures to be taken.

With reference to FIG. 16, a facility access and shipment trackingmodule 2012 is provided which may be used to manage the process ofreceiving irregular cargo such as bulk mail shipments, for example.Although the facility access and shipment tracking module is describedin terms view of bulk mail shipments, one of skill in the art willappreciate that various other types of irregular mail such as oversizedpackages, delicate or fragile packages, or other types of non-mail cargohaving some irregularity may be managed similarly.

When a bulk mailer wishes to deliver a truckload of bulk mail to afacility, it sends a request to the facility access and shipmenttracking module via the computer network 130. In one embodiment, thisrequest is sent over the Internet via a secure web site in a mannerknown in the art. The bulk mailer may then schedule a drop-off time bysubmitting incoming irregular cargo notification data 1040. Theirregular cargo notification data 1040 may include the drop off time,the type of cargo being dropped off, any special handling proceduresnecessary, and additional data relating to the nature of the shipment.Based on the data entered into the facility access and shipment trackingmodule 2012, workload profile data 1014 and workload measurement data1038 are generated and sent to the PIV analysis module 2004 where it isused to create PIV demand scheduling data 1020 as described above inconnection with FIG. 13.

With reference to FIG. 17, an additional embodiment of the inventionprovides a method of managing the use of powered industrial vehicles(PIVs) in a facility. Although the method described herein is carriedout primarily in PIV dispatch management module 2000, one of skill inthe art will appreciate that various system components may perform thesteps described herein without departing from the scope of theinvention.

At block 1702, PIV dispatch management module 2000 receives a request totransport cargo from a first location to a second location within thewarehouse facility 100. As discussed above, this request may be createdby the surface visibility module or it may be manually entered into thePIV dispatch management module 2000. Based on driver availability data1006, tray/container data 1008, optimal route data 1004, and current PIVlocation data 1002, the PIV dispatch management module 2000 selects aPIV to carry out the request at block 1704. Next, at block 1706, the PIVdispatch management module 2000 sends a notification to the selected PIV116 about the request. The notification may include assignment data 1010such as cargo or container identification code, a cargo or containerlocation, a cargo or container destination, and an optimal route. Nextat block 1708, the PIV dispatch management module receives anacknowledgement from the PIV of receipt of the notification. The methodthen proceeds to block 1710, where the scanner 14 scans the containeridentification code, and associates the container with its new locationat step 1712.

In yet another embodiment, the invention provides for a method ofcreating and managing routes within the facility 100. In thisembodiment, some or all of the PIVs may be equipped with various sensors138 which record collision data as described above in reference to FIG.9. Additionally, sensors may also be provided that measure odometricdata such as distanced traveled by the PIVs. The PIVs may also includeweight sensors that measure the amount of weight carried by the PIV. Insome embodiments, the PIV may have more than one weight sensor. Forexample, certain PIVs may be capable of both carrying cargo (on aforklift, for example), and towing cargo such as a mini-trailer or someother cargo. Accordingly, the PIV may be equipped with sensors tomeasure both of these types of weight-bearing activities performed bythe PIVs. The PIV interface module 2002 may be configured to receive allof the measurements provided by the sensors 138, and may be furtherconfigured to send these measurements to a central server such as thePIV data analysis tool 2004 via the network 130, or it may send thesemeasurements to some other central server computer.

FIG. 18 illustrates how the system may create an efficient series ofroutes through the facility 100 based on the recorded data describedabove. At block 1800, the system receives space layout data about thefacility. As noted previously, the space layout data may be provided byspecialized software such as a computer-aided design (CAD) package, orit may be some other process engineering software package. Next, atblock 1802, the system receives the historical usage data about thePIVs. As described above, this data may include various measurementsregarding the usage of the PIVs. The measurements may include datacompiled by the sensors 138 and stored in the interface module 2002 ofeach PIV. This data may be sent over the network 130 to the system andbe compiled into a single historical usage database.

Proceeding to block 1804, the system may define a route through thefacility based on the historical usage data. The route may be defined byapplying an optimization algorithm to the historical usage data. Indefining the route, the system may first determine the prior utilizationrate of the PIVs in order to identify inefficiencies in previous routingschedules and maps. The utilization rate may be defined in several ways.In one embodiment, the utilization rate may be based on the distancetraveled by the PIV while carrying cargo. In this embodiment, theinterface module 2002 may be configured to receive data from the weightsensors and odometric sensors and compile a data set indicating thedistance traveled while carrying cargo, and the distance traveled whilewithout a load. If the ratio of distance traveled while carrying cargois low relative to the total distance traveled for a PIV, this indicatesthe PIV was not utilized efficiently.

In order to improve the utilization, the system may be configured todefine the new route to minimize the distance traveled without loads.This optimization may be performed by deriving routes in which the cargopickup points are close to cargo drop off points. In order to performthis optimization, the system may receive data from the PIV dispatchmanagement module 2000, which identifies locations within the facilitythat have historically been active pickup points and delivery points.

Various techniques may be used to define the routes. Using thehistorical user data as customer demand inputs, route definitionsoftware may define the routes within the facility. In one embodiment,the route definition software applies a two phase heuristic algorithm(such as a sweep algorithm) to define the route. Alternatively, a Clarkeand Wright savings algorithm or a Fisher and Jaikumar algorithm may beutilized. Moreover, because the historical usage data may show thatincoming cargo volume may vary during particular times, the route may bedefined to include specific times during which it is active. Forexample, in a postal processing facility, a route that typically carriespriority overnight mail may have a start time defined early in themorning and a finish time defined at 9:00 AM because all priorityovernight mail will have left the facility for delivery by 9:00 AM.

After the routes have been defined to improve the utilization rates ofthe PIVs, PIVs are assigned to the routes at block 1806. Each route mayhave at least one PIV assigned to it, but some busier routes may havemany PIVs assigned due to the high volume of activity for the route.Finally, at block 1808, each PIV assigned to run the route may have anoperator assigned to the PIV while it runs the route defined at block1804. In one embodiment, the system may select the operator based on theshift schedule of the operator and the operator's certification statusas it relates to the type of PIV that is assigned to the route. In somecases, the system may create a pool of available operators that meet acertain scheduling and certification criterion, and allow a user, suchas a facility manager for example, to select which operator to assign tothe PIV.

It will be understood by those of skill in the art that numerous andvarious modifications can be made without departing from the spirit ofthe present invention. Therefore, it should be clearly understood thatthe forms of the invention are illustrative only and are not intended tolimit the scope of the invention.

1. A computer-implemented method of creating and managing routes fortransporting cargo by powered industrial vehicles (PIVs) in a facility,the PIVs being equipped with one or more of an odometric sensor, aweight sensor, and a storage device for storing data measured by thesensors; the PIVs being further equipped with an interface moduleconfigured to selectively permit access to the operating capabilities ofeach PIV, the method comprising: receiving space layout data associatedwith the facility; receiving historical usage data for the PIVs, thehistorical usage data including data measured by the sensors; defining,based on the received historical usage data, a route in the facility;assigning at least one PIV to run the route; and assigning an operatorto operate the PIV.
 2. The computer-implemented method of claim 1,wherein the data measured by the sensors and stored in the storagedevice includes a distance traveled by each PIV while carrying cargo anda distance traveled by each PIV while not carrying cargo.
 3. Thecomputer-implemented method of claim 1, wherein the stored measuredsensor data is transmitted from the storage device to a central serverthrough a wireless transponding device of the PIV.
 4. Thecomputer-implemented method of claim 1, wherein the interface moduleincludes a security module that provides selective access to the PIV byrequiring an operator of the PIV to login to the security module.
 5. Thecomputer-implemented method of claim 1, wherein assigning the operatorfor the PIV is based on certification data including a certificationstatus for operators of the PIV.
 6. The computer-implemented method ofclaim 1, wherein the route includes a start time and a finish time, thestart time indicating when each assigned PIV begins running the route,and the finish time indicating when each assigned PIV finishes runningthe route.
 7. The computer-implemented method of claim 6, furthercomprising receiving operator data, the operator data including shiftschedules for operators of the PIVs.
 8. The computer-implemented methodof claim 7, wherein the operator data further includes certificationdata.
 9. The computer-implemented method of claim 8, wherein assigningan operator for the PIV running the route further comprises: selecting,based on the shift schedules and the certification data, operatorsavailable for assignment; and selecting, from the operators availablefor assignment, an operator for the at least one PIV.
 10. Thecomputer-implemented method of claim 5, wherein the certification dataincludes an indication of whether the operator has receivedOSHA-mandated training for operating the PIV.
 11. Thecomputer-implemented method of claim 4, wherein the storage devicestores data about login events by operators of the PIV.
 12. Thecomputer-implemented method of claim 3, wherein the transponding deviceis substantially regularly polled by one or more gateway beacons in thefacility.
 13. The computer-implemented method of claim 12, wherein theone or more gateway beacons are in communication with a central serverthrough a dedicated fiber optic network.
 14. The computer-implementedmethod of claim 2, wherein defining the route based on the historicalusage data further comprises: determining, based on the measured sensordata, a previous utilization rate of the PIVs, the utilization ratecomprising a ratio of distanced traveled while carrying a load to adistanced traveled while carrying no load; and defining the routes so asto improve the utilization rate of the PIVs as they run the route.
 15. Asystem for creating and managing routes for powered industrial vehicles(PIVs) in a facility comprising: one or more PIVs, the PIVs beingequipped with one or more of an odometric sensor, a weight sensor, astorage device for storing data measured by the sensors, and aninterface module configured to selectively permit access to theoperating capabilities of each PIV; and a route creation moduleconfigured to: receive space layout data associated with the facility;receive historical usage data for the PIVs, the historical usage datacomprising data measured by the sensors; define, based on the receivedhistorical usage data, a route in the facility; assign at least one PIVto run the route; and assign an operator to operate the PIV as it runsthe route.
 16. The system of claim 15, wherein the data measured by thesensors and stored in the storage device includes a distance traveledwhile carrying cargo and a distance traveled while not carrying cargo.17. The system of claim 15, wherein the stored measured sensor data istransmitted from the storage device to the route creation module througha wireless transponding device of the PIV.
 18. The system of claim 15,wherein the interface module includes a security module that providesselective access to the PIV by requiring an operator of the PIV to loginto the security module.
 19. The system of claim 15, wherein assigningthe operator for each of the PIVs is based on the certification dataincluding a certification status for operators of the PIV.
 20. Thesystem of claim 15, wherein the route includes a start time and a finishtime, the start time indicating when the assigned PIV begins running theroute, and the finish time indicating when each assigned PIV finishesrunning the route.
 21. The system of claim 20, further comprisingreceiving operator data, the operator data including shift schedules foroperators of the PIVs.
 22. The system of claim 21, wherein the operatordata further includes certification data.
 23. The system of claim 22,wherein assigning an operator for the PIV running the route furthercomprises: selecting, based on the shift schedules and the certificationdata, operators available for assignment; and selecting, from theoperators available for assignment, an operator for the at least onePIV.
 24. The system of claim 19, wherein the certification data includesan indication of whether the operator has received OSHA-mandatedtraining for operating the PIV.
 25. The system of claim 18, wherein thestorage device stores data about login events by operators of the PIV.26. The system of claim 17, wherein the route creation module is acentral server.
 27. The system of claim 17, wherein the transpondingdevice is substantially regularly polled by one or more gateway beaconsin the facility.
 28. The system of claim 26, wherein the one or moregateway beacons are in communication with the central server through adedicated fiber optic network.
 29. The system of claim 16, whereindefining the route based on the historical usage data further comprises:determining, based on the measured sensor data, a previous utilizationrate of the PIVs, the utilization rate comprising a ratio of distancedtraveled while carrying a load to a distanced traveled while carrying noload; and defining the routes so as to improve the utilization rate ofthe PIVs.
 30. A system for creating and managing routes for poweredindustrial vehicles (PIVs) in a facility comprising: one or more PIVs,the PIVs being equipped with one or more of means for sensing odometricdata, means for sensing weight data, means for storing the weight dataand odometric data, and means for selectively permitting access to theoperating capabilities of each PIV; means for creating a route based atleast in part on space layout data associated with the facility,historical usage data for the PIVs, the historical usage data comprisingdata measured by the means for sensing weight data and the means forsensing odometric data; means for assigning at least one PIV to run theroute; and means for assigning an operator to operate the PIV.